Flxible is mostly remembered for its classic Clipper models of the 1950’s, but it also built some other well-regarded intercity coaches. Starting in 1954 through 1969, Flx manufactured and marketed three intercity coaches – all fairly similar except for the style of their roofs…
Introduced in 1954, The VistaLiner (VL) 100 was Flxible’s answer to General Motors then new PD 4501 “Scenicruiser”. The VistaLiner was also a “deck and a half” split-level design, with eight seats on the lower level, and thirty-one in the upper rear portion. Flx decided to keep the bus’ length at thirty-five feet – well short of the PD 4501’s forty-feet. This was both an advantage and a handicap – since it was shorter and lighter, it could use an existing Cummins JT-600 diesel that provided limited, but adequate power. As Paul outlined in his excellent PD 4501 article, GM did not have a diesel engine powerful enough for the heavy Scenicruiser. The compromise was to use two GM 4-71 diesels in tandem coupled together hydraulically – which proved extremely troublesome. On the other hand, the VistaLiner’s passenger capacity was thirty-nine, while the PD 4501 could typically carry forty-five, but could be configured to hold up to forty-nine.
Continental Trailways was a prime customer and ordered 126 – they came equipped with BF Goodrich’s “Torsilastic” rear torsion bar suspension, later a staple on Eagle coaches, which gave an extremely smooth ride. One could imagine Greyhound executives wishing they had made a different choice, given the headaches they experienced with the Scenicruiser powerpack – which they were forced to live with until they were all re-engined with the new GM 8V-71 engine in 1961.
Flxible was noted for its specialty models – one of the first large manufacturers to customize a coach to meet a customer’s specific requests. One such customer was Elvis Aaron Presley – whose first touring bus was a VL 100.
The front of this bus always appealed to me – something about the unadorned front, with the headlights way down in the bumper. The rear, however, was much different – I’m not sure what effect the Flx designers were striving for here with these three wrap-around bars – it seems overly fussy. Maybe one of the first “Brougham” attempts…
In the mid-1950’s, the company produced an artist rendering of a 40 foot “AstraLiner” coach for Trailways, but Flx wanted Trailways to fund all the development and tooling costs, which Trailways was unable to do. That company then turned its attention to Germany’s Kassborher coaches. Flx would never produce a 40 ft intercity model.
Operators continued to demand more storage space, so in 1959, Flx brought out the “Hi-Level”, which moved the roof forward to within three feet of the windshield.
Passenger capacity remained the same, but all seating was now elevated above the driver, allowing for more storage. In addition, as this was one year after the government won its anti-trust case against GM, the Hi-Level added the more fuel efficient GM 6-71 to its powertrain options.
In 1963, the Hi-Level was re-named the FlxLiner, and the stepped roof was removed – the windshield was extended up and the roof was now flat from front to back. Interestingly, MCI and Eagle wouldn’t make these changes until 10 years later, and GM would keep its stepped roof 4107/4903 “Buffalo” model until leaving the intercity market in 1980. Engines were now GM’s more compact and powerful 6 or 8V-71.
L-R; Clipper, VistaLiner, Hi-Level, and FlxLiner
The FlxLiner was produced through 1969, but by then sales had fallen – as mentioned above, Flx did not develop a forty foot intercity model, while its other three competitors did – and in the bus business more seats means more revenue. Additionally, Greyhound was committed to an all MCI fleet, and Trailways was doing the same with Eagle. Flxible and GM were left to battle over the smaller operators. Flxible had for several years at that point allowed the Mexican firm DINA to license-produce the FlxLiner, and in 1969, it sold DINA the rest of the factory tooling. No more Flx intercity buses would come out of the factory at Loudonville Ohio.
But as our DINA post highlighted, the FlxLiner, with the new name “Olympico”, would go on to have a long second life south of the border.
And like the Clipper, these Flxible models continue to have a devoted following in the recreational/motor home market.
Excellent article! I don’t recall seeing these north of the border.
I went on a school field trip from Fort Wayne, Indiana to the Henry Ford Museum in Dearborn around 1973. I remember that the bus was a Trailways and remember that the seats were on a platform well above the driver, so it could very well have been one of these.
It was most likely a Silver Eagle coach.
We were living in Hamburg/Germany as kids in the 90s. We grew up next to an old Scenicruiser. The bus was always there in the neighbourhood, mostly advertising Lucky Strike cigarettes. From time to time it was converted into a tourbus or nightlife party bus. Afaik it was even starring in a Hollywood movie. It was always in near mint condition. Owners were two hippies, who ran their own bus company. They must be retired by now. But their company is still alive and kickin’ as I read in the Internet. I couldn’t figure out what happened to the Scenicruiser. But I found a picture:
I remember seeing this one in my hometown Hannover back in the 90´s. It was driving down the street where I lived. I never saw it again.
Could this be the bus in the movie “Breakfast at Tiffany’s” that Buddy Ebsen takes on his way back from NYC to Tulip, Texas? I think it was a Greyhound and he was sitting on the right side on the lower level, with the window open, so he could say goodbye to Audrey Hepburn (his former? wife).
I like the period cars in this movie…1960 Ford cab, and 1958 Plymouth…and the lush that is chasing after Audrey Hepburn’s character is camped outside her brownstone in an Imperial (couldn’t tell, might have been a ’61). I think if I lived in New York City and wasn’t rich as anything, an Imperial would be the last car I’d want to own (where would you park such a thing…not very manuverable). But watching movies like “The Deer Hunter” where Robert De Niro drives his large (1960?) Cadillac around the narrow streets of some suburb of Pittsburgh (though apparently it was filmed in West Virginia…though not too far away)…I guess people get used to bulky cars even in cities. I wouldn’t want to get the bumpers of my nice Imperial bent to hell, which I’m sure would happen quickly parked on the streets (unless you have your own garage, which I’m sure is even more $$$$).
It was most likely a Silver Eagle coach. Greyhound never had any 1955 and later Flxible buses.
The first Eagle was built in Germany by Setra in 1956. but the first Flxible Vista-Liner rolled out at the end of 1954. Setra left the US market to free up production capacity in 1858 for it’s European customers.Production resumed in 1960 by La Brugeoise et Nivelles of Belgium. Late in 1961 Eagles were built by Bus and Car and finally at the end of 1976, the last European Eagles rolled out in 1976 when U S production became enough to meet the demand.
And the only part of Greyhound that ever owned any Eagles was located in
Australia in the 70’s and later so not the same Greyhound.
He’s referring to the Scenicruiser.
Well, hmm. Just as you professed a liking for the front of the VL100, I was thinking “Did their budget not include a face?” Insofar as it got one, it’s freaky. I mean, four beady little eyes on the chin? I’d run instead of boarding if that pulled in on a dark night.
Actually, add in the boutique jail effect at rear, and the whole deal is forbidding. At minimum, the VL100 is not very becoming.
Had to believe that anyone doesn’t like the look of the VL-100!!!
They were truly beautiful! The design was pure Art Déco from the 30’s & 40’s with a few modern touches thrown in like the headlights. Later Eagle coaches used a very similar style with the wrap-around windshields and the rounded corners but with larger side windows. The various trim strips on the outside of the VL-100 body set off the the various design features from the overall look.
With only 170 HP, the Cummins JT-6 or JT-600 engines were overmatched, especially when air conditioning was installed. Trailways operators used a ruse against GM , saying they needed about 120 new 6-71 engines to keep some of their fleet of older (PD 4103 and older) coaches on the road. When the engines arrived, they replaced the Cummins engines in the entire VL-100 fleet and that solved the problem.
Flxible made a serious error when they decided to only build 35 foot coaches when it became obvious that operators wanted 40 foot versions. When you think about it, the VL-100, the High Level and the Flxiliner were all the same underneath and adjustable jigs would have kept all three models in productio over the years.
Worse yet, GM stupidly refused to build the 8-V 71 engine for the Scenicruisers. It’s not like GM didn’t have the cash or other resources to make this happen back in the day. Worse yet, most of the internal parts of the older 71 engines were usable in the 8-V 71 as well. The biggest holdup was a new engine block was needed and GM had no idea the 8V- 71 would become popular in many other applications. Independent long haul truckers didn’t like the 71 engines because they were two stroke engines and used 15-20% more fuel than four stroke engines did. In later years it became increasingly expensive to get two stroke engines to comply with newer smog rules.
Stay Fine As A Porcupine!!!
Could be configured to seat 49. Wonder what the modern airlines would cram in there.
From what I understand, these were well built coaches. They didn’t use the GM transverse engine/V-drive transmission powertrain, the Flxible’s engine was a straight in longitudinal drive, usually with a 6V-71. I think Flxible was able to lengthen the wheelbase a bit and loose some of the rear overhang with the V-6 engine. Thanks for another great bus article!
I’m doing an exhibit for the National Park Service on the Freedom Riders and I’m looking for an image of a Trailways Bus. There is one on this page (and attached here) I’m interested in using but I need to know if you have the original and could grant permission for its use, as well as provide a higher quality digital scan.
Anyone know the model breakdown/designation for the VistaLiners (or any coach manufactured under Flxible)
For example:
• 236DD1-59-41IC-AC
• 29BR-45 (This is a Clipper Coach)
All I know is that the ‘AC’ stands for Air-Conditioned
Someone who know if its posible to bay “the silver Grayhound plates” today ?
Tanner Motor Tours (Los Angeles Gray Line franchise)77 purchased some 10 of these new during the 1950s, the first ones being VL-100s and last ones Hi-levels. Most had Cummins power and all came with 5 speed transmissions. I drove them late in their careers, but they were still great driving very stable buses on the highway. Two other comments. These had come without the rear window bars for a cleaner appearance. As l recall, the A/C used a separate engine as did GM’s PD4104 with cooling being barely adequate.